Attornfy



J. S. McWHlRTER.

CAR CONTROL MECHANISM. APPLICATION FILED FEB-18,1919.

1,332,403. Patented Mar. 2, 1920. 3 SHEETSSHEET I. #77/ WITNESSES: I INVENTOR Q L2, W Jam 6. M0 w/wm ATTORNEY J. S. McWHlRTER.

CAR CONTROL MECHANISM.

APPLICATION FILED FEB. 1a. 1919.

Patented Mar. 2, 1920.

3 SHEETS-SHEET 2- INVENTOR Jo/m S/WcWh/rin' g ,Wmk

ATTORNEY WITNESSES:

J. S. McWHIRTER.

CAR CONTROL MECHANISM. APPLICATION FILED FEB. 18. W19.

1,332,403. Patented Mar. 2, 1920.

3 SHEETS-SHEET 3.

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I I01? 1 me 15' a0 76 107 2 2 83 [a J0; -75

w /7 6/./ I (vi g9 of?" WITNESSES: INVENTOR ffJ John .5 Mc'Wh/rfer ATTORNEY UNITED STATES PATENT OFFIUE.

JOHN S. McWI-IIRTER, OF NEW YORK, N. Y.

CAB-CONTROL MECHANISM.

Application filed February 18, 1919.

To all whom it may concern:

Be it known that I, JoHN S. MCVVHIRTER, a citizen of the United States, residing at New York, county of New York, State of I New York, have made a certain new and useful Invention in Car-Control Mechanism, of which the following is a specification.

My invention relates to systems of control and to car-control mechanism or apparatus, and especially to the improved control of oneuuan or quick-service cars.

One object of the invention is to provide a car-control mechanism which is simple in structure, efiicient in operation and eco nomicul of manufacture.

A further object of the invention is to provide a car-control mechanism for electrically driven vehicles, which may be readily installed on the electrically driven vehicles now in use.

Another object of the invention is to provide a simple and efficient oneman control mechanism for street cars, or other electrically driven vehicles.

A further object of the invention is to provide a mechanism of the character described which may be readily applied to the electrically operated street cars now in use to convert them into one-man cars.

More specifically stated, it is an object of my invention to provide a combined propelling and braking control system of the above-h1dicated class which shall be adapted for ready and reliable control by an operators foot, the system being preferably adaptml to effect a pie-selected degree of automatic acceleration of the propelling motor or motors.

Other objects of the present invention will become evident from the following detailed description, taken in conjunction with the accompanying drawings, wherein Figure 1 is a view, in front elevation, of the front of an electrically driven vehicle, such as a street car, looking from within and showing control mechanism employed in accordance with my invention.

Fig. :2 is a top plan view of the brake control mechanism.

Fig. 3 is a sectional view taken on the line IIIll'I, Fig. 2, and looking in the direc' tion 0 f the arrows.

Fig. l is a View, in front elevation, with parts broken away, and Fig. 5 is a view, in

Specification of Letters Patent.

Patented Mar. 2, 1920;

Serial No. 277,873.

side elevation, of the current-control mech anism employed in accordance with my invention.

Fig. 6 is a top plan view of afoot-control mechanism contemplated as one form of my invention.

Fig. 7 is a view, similar to Fig. :2, showing a slightly modified construction.

Fig. 8 is a diagrammatic view of a system of automatic control organized in accordance with the present invention.

The same part is designated by the same reference character wherever it occurs throughout the several views.

It is among the special purposes of my present invention to provide what is known as a onennan or quick-service ca; that is, a passenger-carrying car, wherein a single operator is provided, the one operator acting to control the car movements, to open and close the car doors for the admission and exit of passengers, to collect the fares, to issue transfers and to otherwise do the necessary duties incident to serving as both a conductor and a motorman on the present type of structure.

I further contemplate means for render ing a car of this nature absolutely safe for the passengers contained therein, whereby, in case of accident or negligence of the motorman or conductor, the car will come to a stop, with its brakes applied. In other words, in the normal condition of the car, its brakes are applied and in its abnormal condition, current is being supplied to its motor. I wish it to be understood, however, that, while I have shown, and will hereinafter describe, my invention as applied to a one-man street car, the invention is not to be limited or restricted in this respect, as it might be applied to any elevated or subway car or any electrically driven vehicle, or to any railway system. Therefore, where I hereinafter refer to car, I desire to include thereby any such electrically driven vehicle. In the street cars new in use, it is customary to mount the motor-controller or master-controller, the car-brake-control mechanism and, if desired, the car-door-operating mechanism at the motormans station at the front of the car. In accordance with my invention, I so connect the motor controller and the brake mechanism, that, when the controller is in its off position, the brakes ar brakes and thereby simultaneously ap,

set. I also provide means for releasing the y current to the motor.

Referring to the drawing, I show at 1, the front of a car on which the motor controller-in this instance, a controller 2-is located. The brake mechanism is illustrated as of the pneumatic type, the control thereof being effected through the respective conduits 3, with the brake-valve or control mechanism, indicated at 4, controlled by means of the removable handle 5.

The brake-control valve 4 ma be of any suitable or standard type and, or the purposes ofillustration, I show a standard con struction (see F' 's. 2 and 3) comprising a stem 6 surroun ed by, and incased in, a stationa collar or sleeve 7 that isprovided with a 0t 8 to permit the handle 5 to be placed thereover, with the extension or lug 9 ada ted tomove freely within the stationary eeve'7, as will be readily understood. The stem 6 of the valve is squared, as shown, and the handle 5 has a square opening that fits over the stem 6, which may thus be turned. It will be seen that the handle 5 can beplaoed on the stem 6 only when the stem is in a predetermined position-preferably its lap or neutral position-relative to the slot 8 of the stationary sleeve 7, and that, after the handle 5 has been positioned on the stem 6, the handle projection 9, u on actuation of the valve in the one or the ot er direction, rotates within the stationary sleeve 7, thus preventing the removal of the handle 5.

Loosely mounted around the stationary sleeve 7 to rotate relative thereto, is a collar '10 provided with two upwardly extendin la 11 that are adapted to engage the shan o the handle 5, whereby the stem 6 of the valve is rotated. Pivotally secured, at one end, to the collar 10 is a rod 12, the other end of which is pivotally attached to one arm of a bell-crank lever 13, which is suitably supportedby the frame of the car 1. The lower arm 14 of'the bell-crank lever is pivotally secured to'the top of a vertically-extending rod 15, the bottom of which is pivotally attached to one end of a horizontally-located lever 16. The lever 16 is suitably supported, for pivotal movement intermediate 1ts ends,

.by a bracket or standard, indicated at 17 and secured to the floor of the car 1. The

.lever 16 is provided with pins 18 extending on oppositesides thereof to afford a detachable en agementfor another lever 19, which,

in the orm shown, is preferably a pedal.

Suitably aflixed to the rod 15 is an arm 2 0'that is adapted, upon upward movement ofthe rod 15, to engage a lever 21, which is .pivotally secured, as shown at 22, to engage members or terminals 25 and 26 that are located within a casing 27. Thus, it will be seen that, when the pedal 19 is depressed, the rod 12 is moved toward the right and, at the same time, circuit connection between contact terminals 25 and 26 is established.

The contact members 25 and 26 are connected in series relation with the motor controller or master controller so that, until and unless the circuit connection is established between the contact terminals 25 and 26, no current can be supplied to the motor. It is my purpose to malntain the contact members .25 and 26 normally ,open-circuited and, for

, this ,pu vose,;any. means may be employed to retain t e parts thus far described in the position shown in the drawings: for example, a spring 30, secured at one end to the rod 15 and at the other end to the car body 1, may be employed. Also, in this position of the parts (the normal position), I propose to have the valve 4, controlling the brake, in its operative or brake on position, so that, in the form shown, with the parts in the position indicated, the brakes are set with the full force of fluid-pressure supply, and current to the motor is shut oil by reason of the open circuit between the contact terminals 25 and 26.

If pressure is 'applied to the pedal 19 to raise the rod 15, the circuit connection is established between the contact members 25 and 26, and, at the same time, the action of the bell-crank lever 13, the rod 12 and the rotatable collar 10 engaging the handle 5, causes the handle to turn, thus efl'ecting the release of the brakes to permit the car to move forward. If, for any reason, the pressure is removed from the pedal 19, the spring 30 will retract the lever 15 and the extending arm 20 to the normal position, thus allowing the slidable pin 23 to drop, by gravity, to shut off the current to the motor; and the rod 12, rotating the valve stem 6 as above explained, automatically supplies fluid pressure to the'brake mechanism, thus insuring the application of the brakes.

It is the present custom in the street-car art to have the controller, located at the operators station, of the master-controller type, and connected to govern the motorcontroller proper, which, in turn, directly controls the car-propelling motors. The motor-controller is customarily of the automatic-acceleration type, whereby, it the controller handle 32 of the master-controller 2 is turned to its full on position and the supplying circuit is closed, the motor-controller will start the car slowly without shock and will automatically'pick up or increase the voltage that is impressed upon the car-propelling motor in proportion to the increasing speed of the car.

Such a system is illustrated in Fig. 8 and comprises suitable supply-circuit conductors, respectively marked Trolley and Ground; a plurality of electric motors respectively having commutator-type armatures A and A and series field windings F and F an accelerating resistor R; a controller 50 having a main or motor-controlling drum or section 51, an auxiliarycircuit or interlocking drum or section 52 and an. operating mechanism 53; a currentrelay or limit switch L that is energized in accord ance with the motor current to govern the movement of the controller 50, in a manner to he set forth; and a battery B or other suitable source of energy for the illustrated auxiliary control system, together with the master controller 2, the brake-control valve a, the pedal 19 and the interconnecting mechanical parts, as previously described.

The controller 50 is adapted to occupy a normal. off position and a plurality of operative positions a to f, inclusive. A suit able contact segment is located upon the main section '51 of the controller for varyingthe active circuit value of the accelerating resistor R, while other segments 61 and 62 are adapted to group the illustrated motors in either series or parallel relation, as subsequently described in detail.

The auxiliary-circuit or interlocking section 52 of the controller 50 comprises a contact segment 63 that is connected in circuit with the master controller and with the pedalcontrolled switch member 24 for effecting automatic acceleration of the illustrated motors to any desired stage, such as full-series or full-parallel relation, as hereinafter more completely set forth.

The operating mechanism 53 is of a familiar electricallycontrolled, pneumatically-actuated type comprising a pinion 64 which is suitably secured to one end of the operating shaft (35 for the controller 50 to mesh with a horizoiitally-movable rack member 66, the opposite ends of which constitute pistons 67 and 8 traveling within a suitable operat ing cylinder 69. A valve 70, having an actuating coil on, is normally open to the atmosphere and is associated with one end of the operating cylinder 69, while a valve 71, having an actuating coil off, is normally open to admit fluid pressure from any suitable source (not shown) through a pipe or passage 72 and communicates with the other end of the cylinder. Under nor mal conditions, the operating mechanism 53 occupies the illustrated extreme left-hand position by reason of the biasing eiiect of the higlrpressure air or other medium that admitted, through the valve 71, to the right-hand end of the operating cylinder 69.

The mechanical operation of the mechanism 53, without regard to the electrical connections effected thereby, may be set forth as follows. Upon concurrent energization of the two actuating coils on and off, fluid pressure is admitted through a pipe or passage 73 and the valve to one end of the operating cylinder, and fluid pressure is exhausted from the other end of the cylinder through valve 71 to the atmosphere. Consequently, the initial unbalanced-pressure conditions in the mechanism are reversed to effect a movement of the pistons 67 and 68 toward the right and, therefore, of the controller 50 toward the left through its successive operative positions (4 to f, inclusive.

To arrest such movement at any time, it is merely necessary to deenergize the off magnet, whereupon balanced high-fluidpressure conditions obtain in the two ends of the operating cylinder to effect a positive and reliable stoppage of the mechanism. To return the device to the illustrated normal position, both actuating coils are concurrently deenergized, whereby the fluidpressure conditions revert to the original unbalanced state and the desired backward movement is effected.

Assuming that, after the car has been brought to a stop, the motorman selects some master-controller position; then, to start, he merely depresses the pedal 19 to cause the bridging contact member 24 to connect contact terminals 25 and 26. In this case, not only are the brakes released, in accordance with the previously-described procedure, but automatic acceleration to any desired stage, corresponding, for example, to any one of the illustrated positions Start, Series and Parallel of the master controller, may be obtained, preferably by throwing the master controller into the desired position as soon. as the car has stopped, as already mentioned.

Assuming that the position pro-selected under the conditions noted is the start position and, further, assuming that the foot-pedal 19 is depressed by the motorman, an auxiliary circuit is first established from the positive terminal of the battery B, through conductor 75, contact terminals 25 and 26, which are bridged by the movable contact member 24: of the auxiliary switch, conductor 76, control fingers 77 and 78, which are bridged by contact segment 79 of the master controller, conductor 80, actuating coil or magnet on and conductor 81 to the negative terminal of the battery.

A further circuit is established from the contact segment 7 9 of the master controller in its start position, through control finger 82, conductor 83, control fingers 8t and 85, which are bridged by the contact segment 63 of the interlocking section or drum 52 in its off position, whence circuit is continued through conductor 86, contact disk 87 of the current relay L in its lower (low-current) position, conductor 88,

the actuating coil off and conductors 89 and 81, to the negative battery terminal.

Since both actuating coils for the operating mechanism 53 are thus concurrently energized, a forward movement of the controller 50, as far as the first operative po- .sition a, is eflected. The controller movement is arrested in position a by reason of the disengagement of the contact segment 63 of the interlocking drum from control finger 84:, whereby the circuit of the off magnet is interrupted and the controller is instantaneously brought to rest, in accordance with the previously-described operating principles.

In position a of the controller 50, the main or motor circuit is established from the trolley, through conductor 90, control fingers 91 and 92, which are bridged by the contact segment of the controller 50, the entire accelerating resistor R, conductor 93, armature A field winding -F conductor 94, control fingers 95 and 96, which are bridged by contact segment 61, conductor 97, armature A field winding F the actuating coil 98 of the current relay L, and conductor 99, to the negative supply-circuit conductor ground.

The motors are thus started into operation, with a desirably low voltage impressed upon their armatures by reason of the series-circuit relation of the accelerating resistor R.

Assuming that the position of the master controller that is pre-selected by the motorman during the above-mentioned car stop is the series position, the control finger 82 does not engage the contact segment 79 of the master controller, this segment now making contact with control finger 101, whence circuit is continued through conductor 102, control finger 103, and thence, through the contact segment 63 ofthe interlocking drum, to the 011' coil.

Consequently, movement of the controller 50 from the initial off position, as far as position 0, is obtained, which position corresponds to full-series relation of the main motors. Controller movement is arrested in position 0 by reason of the disengagement of the contact segment 63 from the control finger 103, whereby the 0H coil is denergized.

It will be understood that the movement of the controller to position 0 is governed by the current relay or limit switch L in a familiar manner; namely, such movement is temporarily arrested when the main-motor current rises to a value sufiicient to lift the current relay and interrupt the previouslytraced circuit of the off coil, while the controller movement is continued whenever the limit switch drops to its low-current position to energize the auxiliary circuit in question.

As the controller 50 approaches position b,

control fingers 92 and 104 are connected to bridge or short-circuit one section of the accelerating resistor R and thuseifect an increase in the motor speed. Similarly, in position 0 of the controller, fingers 104 and 105 are bridged to short-circuit the remaining section of the accelerating-resistor. Position 0 of the controller 50 thus corresponds to full series relation of the motors, as stated ,above.

while a new circuit is established from the contact segment v'(9 of the. master controller, through control finger 10.6, conductor 107, and control finger 108, which engages the contact segment 63 of the interlocking drum 52, until the final position 7 thereof is reached.

Consequently, the off coil is intermittently energized in accordance with the movements of the current relay L to effect full automatic acceleration of the main motors to parallel relation byproducing stepby-step movement of the controller 50 from the ofl position to the finalposition f.

As the controller 50 passes from fullseries position 0 toposition d, shunting transition of the motorsto arallel relation is effected. In osition the main circuit is established iiom the trolley through conductor 90, contact segment 60 of the controller 50, the entire accelerating resistor R and control finger 110, where the circuit divides, one branch including conductor 93, armature A field winding F conductor 94, control fingers 111 and 112, which are bridged by the contact segment 62 of the controller 50, and thence to the negatively connected conductor 99, .while the other branch traverses the contact segment 61, control finger 96, conductor 97 and thence through the other motor in accordance with the circuit traced during the description of series acceleration.

Positions 6 and f of=the controller 50 correspond to positions I) and c, in that the sections of the accelerating resistor R are successively .short-circuited. Thus, the final position f of the controller 50 efl'ects full parallel relation of the car-propelling motors.

From the foregoing description, it willbe noted that the motorman may pre-select the .degree of motor acceleration by placing or the auxiliary switch is closed, whereby the car is smoothly accelerated to thedcsired stage without further attention or manipulation upon the part of the operator.

In other Words, when the present type. of motor-control mechanism is emlployed, it will be seen that the motor-man may turn his control handle 32, located at his position on the front of the car, to its full on position and, merely with one foot, control the entire operation of the car; that is, by pushing the pedal 19 downwardly, the brakes are released and current is supplied to the motorcontroller, whereby the car will start from standstill and gradually pick up speed until it has reached its maximum speed. Upon diminishing the pressure on the pedal 19, current to the motor is cut off and the brakes will be gradually applied until the car has come to rest, or until pressure on the pedal 19 is completely removed, in which case the valve l occupies its full brake on position, which may, if desired, be the emergency position for the brakes. Thus, it will be seen that if, through accident to the motorman or through his negligence, when the car is in motion, his pressure on the pedal 19 is removed, current to the motor is automatically shut off and the brakes are applied.

I have shown the valve handle 5 and the pedal 19 removable, so that the motormans complete equipment, consisting of two small and light pieces, may be transferrec from one end of the car to the other, if necessary. If desired, the master-controller handle 32 may likewise be removable. It will be noted, however, that, to remove the handle of the brake-controller, it is necessary to place the valve in its lapped or neutral position in any suitable manner, for example, by means of depressing the pedal 19, thus rotating the valve 5 to its lap or neutral position, to enable the lug 9 thereof to pass through the slot 8. Consequently, after the removal of the handle 5,

, when the pressure is removed from the pedal 19, even though collar 10 is placed in its nor mal position, the valve 1 remains in its lap or neutral position, since the rotation of the collar 19. after the removal of the handle 5, does not cause the rotation of the valve stem 6.

It is well known in the art, for example, as shown in my Patent No. 1,169,552, issued January 25, 1916, to provide door switches in circuit with the controller, so that, though the controller is in its on position, and a door is open, no current is supplied to the car-propelling motor. In a one-man car contemplated in my invention, it is necessary to have the door-control mechanism, if doors are employed in connection therewith, within easy reach of the single operator of the car, and for this reason, I show shaft 35 for controlling the operation of the door upon the rotation thereof by means of a re-' movable handle 36, such as shown and described in my copending application, Serial Number 65, 181, filed December 7, 1915, whereby, with the door switch referred to in connection with my above-identified patent, the operator, if desired, may leave his controller handle 32 in on position and merely open the door, thereby opening the circuit of the motor. With the door open and the pedal 19 depressed to release the brakes and close the circuit between the contact terminals 25 and 26 to initiate the forward movement of the vehicle, it is merely necessary to close the door and the car will start forward slowly in the manner above described.

From the foregoing description, it will be seen that I have provided a car-control mechanism which may be operated wholly by the foot of an operator positioned at the front end of the vehicle or at the station provided for him, for the purpose of controlling the vehicle operation, leaving his hands free to receive fares, issue transfers, control the movements of the doors, if desired, and, in general, to do with his hands Whatever may be required. It is obvious, however, that, if desired, rather than employ a foot pedal, the handle 5 may be operated in place thereof to accomplish the same results.

Referring to the modification shown in Fig. 7, the spring 30 may be dispensed with to normally maintain the parts in the position shown, that is, with the contact termi nals 25 and 26 open-circuited and the brakes applied when there is no pressure on the pedal 19. In this arrangement, I show a cylinder 40, open at one end and closed at the other, with the closed end placed in communication, by means of a pipe 41, with a constant source of fluid-pressure supply. A piston 412 is located in the cylinder, the piston rod 43 of which extends through the open end of the cylinder 10 and is pivotally connected, by means of a rod 4 1, to the rod 12 and the collar 10. Thus, it will be seen that,when pressure is applied to the pedal 19, forcing the rod 12 to the right, the piston 42 acts against the constant pressure from the pneumatic reservoir, and, when pressure on the pedal 19 is diminished, the pneumatic pressure from the reservoir causes the piston 42 to travel toward the left, thus restoring the parts to their normal positions, with the circuit of the motor controller open and the brakes applied.

This application is a continuation in part of my copending application, Serial No. 221,635, filed March 11, 1918.

I do not wish to be restricted to the specific structural details, circuit connections or arrangement of parts hereinset forth, as various modifications thereof may be made Without departing from the spirit and scope of my invention. I desire, therefore, that only such limitations shall be imposed as are indicated in the appended claims.

I claim as my invention:

1. The combination with a car and a car controller and brake control device, of a handle for manually governing said brake control device and foot-operated means for normally retaining the circuit of said controller open and actuating said handle to keep the brake control device applied.

2. The combination with a car and acar controller and brake control device, of a handle for manually governing said brake control device, means for normally retaining the circuit of said controller open and actuating said handle to keep the brake control device applied, and foot-governed means, for closing said circuit and actuating said handle for simultaneously releasing said brake control device.

3. The combination with a car, of a motor controller, a brake control device for said car, a handle for manually governing said brake control device, a circuit for supplying current to said controller, and means responsive to the release of foot-pressure for simultaneously opening said circuit and actuating said handle for efiecting a brakeapplying action of said brake control device.

4. The combination with a car, of a motor controller, a brake control device for said car, a handle for manually governing said brake control device, a circuit for supplying current to said controller, and foot-actuated means for simultaneously closing said circuit and actuating said handle for eflecting a releasing action of said brake control device.

5. The combination with a car, a car controller and a brake control device, of a circuit for controlling said controller, a switch for controlling sald circuit, and foot-operated means for simultaneously and adjustably controlling said switch and said brake control device.

6. The combination with a car, a car controller and a normally applied brake control device, of a handle for manually governing said brake control device, a circuit for controlling said controller, a normally open switch for controlling said circuit, and footgoverned means for simultaneously closing said switch and actuating said handle for" efi'ecting a releasing action 'of said brake control device.

7. The combination with a car, a car com troller, and a brake control device, of a bandle for manually governing said brake control device, a circuit for controlling saidcontroller, a switch for controlling; said circuit, means normally tending to actuate said handle to retain said brake control device applied and to retain said switch open, and foot-controlled meansfor simultaneously.-

closing said circuit and actuating said handle for releasing said brake control device.

8. The combination with a car, a car controller, and a brake control device, of a circuit for controlling said controller, a switch for controlling said circuit, means for adjustably controlling said brake control device, and means actuated thereby for controlling said switch.

9. The combination with a car, a car controller, and a brake control device, of a circuit for controlling'said controller, a switch for controlling said circuit, foot-operated means for adjustably controlling said brake control device, and means controlled thereby for controllin said switch.

10. The com ination with a car, a car controller, and a brake control device, of a circuit for controllingsaid controller, a switch for controllin said circuit, manually operated means for controlling said brake con trol device, means controlled thereby for controlling said switch, and a removable pedal for controllingrsaid manually operated means.

11. The combination with a car, a car controller and a brake control device, of a handle for manually governing said brake, a circuit for controlling said controller, a switch for controlling said circuit, foot-operated means for actuating said handle for controlling said brake control device, means actuated thereby for controlling said switch, and means normally tending to actuate said handle to retain said brake control device in its on position and to retain said switch opened.

12. The combination with a car, a car controller, and a brake control device, of a circuit' for controllingsaid controller, a switch for controlling said circuit, manually operated means for controlling said brake control device, means controlled thereby for controlling said SWitChyH/ removable pedal for controlling: said manually operated means, and means normally tending to retarn said brake control device in its on position and said switch-opened.

13. The combination with a car, a car controller and a brake control device, of a.

circuit for controlling said controller, a

switch for controllingsaid circuit, manually operated means for controlling said brake control device, a lever for actuating said brake-controlling means, means carried by said lever for controlling said switch, and means normally'retaining'said lever in retractedposition, with-said brake control device applied and said switch open.

14. The combination with a car, a carcontroller and a brake control device,-of acircuit for contmlling'said controller, a switch for controlling said circuit, manually operated means for controlling said brake controLdevice, a foot-operated lever for actuating said brake-controlling means, means carried by said lever for controlling said switch, means normally retaining said lever in re tracted position, with said brake control device applied and said switch open, and a removable pedal for actuating said lever.

15. The combination with an electric con troller and a brake valve located side-byside, of an operating handle for said brake valve, means for engaging said handle in operative position, and means comprising a linlr-aml-lever mechanism having one end positioned to positively actuate said engaging means at all times for effecting a substantially simultaneous operation of said handle and government of the controller circuits.

16. The combination with an electric controller and a brake valve, of an operating handle for said brake valve, means for engaging said handle in operative position, and means comprising a link-and-lever mechanism having one end positioned to actuate said engaging means, a movable pedal attached to the other end of said mechanism, and a switching device located near said controller and adapted to be operated by said mechanism.

17. The combination with an electric controller and a brake control device, of a handle for governing said brake control device, a normally open switching device located near said controller for governing the circuits thereof, and a remotely-controlled link-and-lever mechanism for effecting a substantially simultaneous operation of said handle to release said brake control device and close said switching device.

18. The combination with an electric controlle and a brake valve, of an operating handle for said brake valve, a collar loosely inclosing said valve and having means for engaging]; said handle, a rod located near said controller and biased to a certain position, mechanical means for joining the upper end of said rod to said collar, and a pedal movably secured to the lower end of the rod for effecting a substantially simultaneous movement of said handle and government of the controller circuits.

19. T he combination with an electric controller and a brake valve located side-hyside, of an operating handle for said brake valve, a collar loosely inclosing said valve and having means for engaging said handle, a rod located near said controller and biased to a certain position, mechanical means for joining the upper end of said rod to said collar, a pedal movably secured to the lower end of the rod, a switch located near said rod for governing the controller circuits, and means actuated by said rod for controlling said switch.

20. In a control system, the combination with a dynamo-electric machine, of means for effecting automatic operation thereof under predetermined conditions, a normally applied brake control device, and means for substantially simultaneously re leasing said brake control device and making the automatic means eiiective.

21. In a control system, the combination with a dynamo-electric machine, of means for effecting automatic operation thereof under predetermined conditions, a normally applied brake control device, and means for substantially simultaneously releasing said brake control device and making the automatic means effective and for rendering said automatic means inefiective and applying the brake control device at will.

22. In a control system, the combination with an electric motor, of a controller having a position corresponding to automatic acceleration of said motor, a normally applied brake control device, and means inclependent of the controller for substantially simultaneously releasing said brake control device and effecting said automatic acceleration when the controller occupies said position.

23. In a control system, the combination with a dynamo-electric machine, of a switching device for governing the operation thereof, means for eiiecting automatic operation of said machine when said switching device is closed, a normally applied brake control. device, and means for substantially simultaneously releasing said brake control device and closing said switching device.

24. In a control system, the combination with a dynamo-electric machine, of a switching device for governing the operation thereof, means for efiecting automatic operation of said machine when said switclr ing device is closed, a normally applied brake control device, and means for substantially simultaneously releasing said brake control device and closing said switch ing device and for opening said switching device and gradually applying said brake control device at will.

25. In a control system, the combination with an electric motor, of a controller having a position corresponding to automatic acceleration of said motor, a switch for completing the controller circuits, a normally applied brake control device, and toot-operated means for substantially simultaneously releasing said brake control de-- vice and closing said switch to effect said automatic acceleration when the controller occupies said position.

26. In a control system, the combination with an electric motor, of a controller having a position corresponding to automatic acceleration of said motor, a switch for completing the controller circuits, a normally applied brake control device, and

foot-operated means for substantially simultaneously releasing said brake control device and closing said switch to effect said automatic acceleration when the controller occupies said position and for opening said switch and gradually applying said brake control device at will.

27. In a control system, the combination with a dynamo-electric machine, of means for effecting a plurality of diflerent automatic operations thereof, a normally applied brake control device, and means for substantially simultaneously releasing said brake control device and making the automatic means efl'ective to produce a pre-selected operation.

28. In a control system, the combination with an electric motor, of a controller having a plurality of positions corresponding to different stages of automatic acceleration of the motor, a normally applied brake control device and means for substantially simultaneously releasing said brake control device and initiating said automatic acceleration to a stage determined by the preselection of a controller position.

29. In a control s stem, the combination with a lurality of eliectric motors, of a controller aving a plurality of positions respectively corresponding to series and to parallel relation and automatic acceleration of the motors, a normally applied brake control device, and means for substantially simultaneously releasing said brake control git-device and initiating said automatic acceleration with the motors either in series relation or first in series and then in parallel relation in accordance with the pre-selected position of said controller.

30. A control system for electricallydriven vehicles comprising means for manually controlling the speed of the propelling motor, a pedal biased to a normal position and having a plurality of other operative positions, a device actuated by the pedal whereby the said controlling means is rendered effective or ineffective, and a valve also actuated by the pedal for controlling the degree of effectiveness of fluid-actuated brakes for the vehicle.

31. A control system for electricallydriven vehicles comprising means for manu ally controlling the speed of the propelling motor, a pedal biased to a normal position and having aplurality of other operative positions, a device actuated by the pedal whereby the said controlling means is rendered eflective or ineffective, and a valve also actuated by the pedal for controlling the degree of effectiveness of fluid-actuated brakes for the vehicle without opening or closing the said device.

32. A control system for electrically driven vehicles comprising means for manually controlling the speed of the vehiclepropelling motor, a pedal biased to a normal position and having a plurality of other operating positions, a switch actuated by the pedal for rendering the said controlling means effective or inefi'ective and arranged to render the controlling means inefi'ective when the pedal occupies its normal position, and a valve also actuated by the pedal for controlling the degree of effectiveness of fluid-actuated brakes for the vehicle without opening or closing the said switch and arranged to set the brakes when the pedal occupies its normal position.

33. A control system for electricallydriven vehicles comprising means for manually controlling the speed of the vehiclepropelling motor, a switch for rendering the said means effective or ineffective, a valve for causing the fluid-actuated brakes to have varying degress of efiectiveness, and a pedal for actuating both the said switch and the said valve and biased to maintain the switch open and the valve in brake-setting position.

34. A control system for electricallydriven vehicles comprising means for manually controlling the speed of the vehicle propelling motor, a pedal biased to a normal position and having a plurality of other operating positions, a switch actuated by the pedal for rendering the said controlling means effective or ineffective, and a valve also actuated by the pedal for controllin the degree of effectiveness of fluid-actuate brakes for the vehicle, the said pedal, upon being moved from its normal position, first causmg gradual release of the brakes and then closure of the said switch.

In testimony whereof I have hereunto set my hand on this 10th day of February JOHN S. MCWHIRTER. 

